JP2003042004A - Output shaft structure for small planing boat - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent easy deterioration of a pipe by preventing the splash of a water in a hull and the interference of a coupler with the pipe. SOLUTION: A shaft 35 of a jet pump is connected to a rear end of a crank shaft 20a of an engine 20 mounted on the hull in such a manner that the crank shaft 20a is directed to the longitudinal direction of the hull, via the coupler 36 on the extension of the crank shaft, a coupler cover 100 is provided for covering the coupler 36 and the pipe for a cooling water communicating with the jet pump is fixed onto the coupler cover. A turbo charger 70 is arranged on the coupler 36 and the pipe is fixed onto the coupler cover between the coupler cover and the turbo charger. The coupler cover 100 can be turned around the shaft 35.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an output shaft structure for a small planing boat.

[0002]

2. Description of the Related Art Conventionally, as shown in FIG.
Is mounted on the hull 2 so that its crankshaft 1a is oriented in the longitudinal direction of the hull 2, and the rear end 1b of the crankshaft 1a is extended to the shaft 3 of the jet pump 3.
A small planing boat in which a is connected by a coupler 4 is known.
Such a small planing boat has a crankshaft 1a of the engine 1.
Is transmitted to the jet pump 3 via the shaft 3a, whereby the hull 2 is propelled.

[0003]

Since the small planing boat as described above is often used for leisure, the hull 2
It often happens that some water enters the inside. Therefore, in the conventional small planing boat, when the water that has entered the hull 2 touches the coupler 4, the crankshaft 1a and the shaft 3
There has been a problem that the centrifugal force of the coupler 4 having a diameter larger than that of “a” causes scattering in the hull 2. In addition, in this type of small planing boat, a pipe for taking out cooling water is connected on the upstream side of the impeller of the jet pump,
It is said that cooling water is supplied to the engine or the like through this pipe, but in the conventional small planing boat, there is a problem that the pipe easily interferes with the coupler 4 having a large diameter, and the centrifugal force of the coupler 4 is generated. There was a problem in that the water (especially seawater) scattered by the water sprayed on the pipes and the pipes were likely to deteriorate. Therefore, a first object of the present invention is to solve the above problems, to prevent water from splashing in the hull, to prevent interference between the coupler and the pipe, and to make the pipe less likely to deteriorate. To provide the output shaft structure of.

On the other hand, the power source in the conventional general small planing boat was a two-cycle engine, but in order to cope with the recent low pollution, a power source of a four-cycle engine is proposed as mentioned above. (Patent No. 2880691). However, since the output of the 4-cycle engine is smaller than that of the 2-cycle engine having the same displacement, it has been considered to mount an engine with a turbocharger to compensate for this, and the applicant of the present application has already disclosed that in Japanese Patent Laid-Open No. 2001-2001. No. -140641 proposes a small planing boat equipped with a turbocharged engine. Since the turbocharger has a relatively large weight, it is desirable to provide the turbocharger in the vicinity of the engine in consideration of the weight balance of the watercraft, and to arrange the turbocharger immediately behind. Also in the above-mentioned Japanese Patent Laid-Open No. 2001-140641, the turbocharger is arranged immediately behind the engine 2, and as a result, the turbocharger is arranged immediately above the coupler. However,
In such a small planing boat with a turbocharger,
When the water splashes from the coupler as described above, this water
There was a problem that the casing of the turbocharger, which is heated to a high temperature, is directly applied to the turbocharger and is likely to suffer thermal fatigue. Therefore, the second aspect of the present invention
It is an object of the present invention to solve the above problems and provide an output shaft structure for a small planing boat in which thermal fatigue is less likely to occur in the casing of the turbocharger.

[0005]

In order to achieve the first object, an output shaft structure for a small planing watercraft according to claim 1 has an engine mounted on a hull so that a crankshaft faces the longitudinal direction of the hull. And a jet pump shaft connected to the extension of the crankshaft at the rear end of the crankshaft of the engine via a coupler, and a coupler cover for covering the coupler is provided, and the jet jet is provided. The cooling water pipe communicating with the pump is fixed on the coupler cover. In order to achieve the first and second objects at the same time, the output shaft structure of the small planing boat according to claim 2 is the output shaft structure of the small planing boat according to claim 1, wherein a turbocharger is provided on the coupler. It is arranged, and the pipe is fixed on the coupler cover between the coupler cover and the turbocharger. In order to achieve the second object, the output shaft structure of a small planing boat according to claim 3 is an engine mounted on a hull so that the crankshaft faces the longitudinal direction of the hull, and a rear part of the crankshaft of the engine. A jet pump shaft, connected at the end via a coupler on an extension of the crankshaft,
A structure having a turbocharger disposed above the coupler, a coupler cover having a substantially inverted U-shaped cross section for covering the coupler is provided, and the coupler cover rotates around the axis of the jet pump. It is characterized by being movable. The output shaft structure for a small watercraft according to claim 4 is the output shaft structure for a small watercraft according to claim 3, wherein the rear portion of the coupler cover rotatably supports the shaft of the jet pump with respect to the hull. The bearing member is connected with a breather hose and / or a grease supply hose, and the coupler cover is provided at the rear portion thereof with the hose to avoid interference with the hose. It is characterized in that a notch that allows rotation is formed.

[0006]

The output shaft structure of a small planing boat according to claim 1 has an engine mounted on a hull so that the crank shaft faces the longitudinal direction of the hull, and an extension of the crank shaft at the rear end of the crank shaft of the engine. A structure provided with a jet pump shaft, which is connected via a coupler above, and a coupler cover for covering the coupler is provided, and a cooling water pipe communicating with the jet pump is fixed on the coupler cover. According to this structure, even if water that has entered the hull touches the coupler and is scattered, the splash is prevented by the coupler cover that covers the coupler. Further, since the coupler is covered with the coupler cover, the cooling water pipe does not interfere with the coupler. Furthermore, as a result of preventing the water from splashing, the water does not come into contact with the pipe, and therefore the pipe is less likely to deteriorate.
Moreover, since this pipe is fixed on the coupler cover, it is floated from the bottom of the ship, and it is difficult for it to come into contact with the water that has entered the hull, so deterioration can be more reliably prevented. According to the output shaft structure for a small watercraft according to claim 2, in the output shaft structure for a small watercraft according to claim 1, a turbocharger is arranged on the coupler, and between the coupler cover and the turbocharger. In, since the pipe is fixed on the coupler cover, the following operational effects can be further obtained. That is, according to the output shaft structure of the small planing boat according to the second aspect of the invention, since the water scattering by the coupler is prevented by the coupler cover, the water is not splashed on the turbocharger, and as a result, the turbocharger is prevented. Durability will be improved.
Further, since the pipe is fixed on the coupler cover between the coupler cover and the turbocharger,
The space between the coupler and the turbocharger can be effectively used to arrange the piping for the cooling water, and the piping is fixed on the coupler cover, so that the piping has a high temperature. It will not touch the charger and the piping will not deteriorate. An output shaft structure for a small planing boat according to claim 3 has an engine mounted on a hull such that the crankshaft faces the longitudinal direction of the hull, and a coupler on an extension of the crankshaft at the rear end of the crankshaft of the engine. A structure including a jet pump shaft and a turbocharger arranged above the coupler, which are connected via a coupler cover having a substantially inverted U-shaped cross section for covering the coupler. The splash of water by the coupler is prevented by the coupler cover, and the water is prevented from splashing on the turbocharger, so the durability of the turbocharger is improved, and this coupler cover has a substantially inverted U-shaped cross section, and Since it can be rotated around the axis of the jet pump, it can be rotated around the axis of the jet pump and extracted in the direction orthogonal to this axis. Can. That is, the coupler cover can be removed in a narrow and limited space inside the hull without moving in the axial direction of the jet pump and avoiding the turbocharger. Therefore, it is possible to inspect and repair the coupler by removing only the coupler cover without removing the turbocharger. According to the output shaft structure of the small planing boat according to claim 4, in the output shaft structure of the small planing boat according to claim 3, the rear portion of the coupler cover is capable of rotating the shaft of the jet pump with respect to the hull. Since it is connected to the bearing member that is supported by the coupler cover, the coupler cover can be attached in a stable state. Further, since the breather hose and / or the grease supply hose is connected to the bearing member, the expansion air generated in the bearing can be released through the breather hose and / or the grease can be applied to the bearing through the grease supply hose. Can be supplied. Since a notch is formed in the rear portion of the coupler cover to allow the rotation while avoiding interference with the hose (breather hose and / or grease supply hose), the coupler cover can be removed without removing the hose. Can be inspected and repaired by rotating as described above and removing only the coupler cover.

[0007]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described below with reference to the drawings. 1 is a schematic side view showing an example of a small planing boat using an embodiment of an output shaft structure of a small planing boat according to the present invention, FIG. 2 is a plan view of the same, and FIG. 3 is FIG.
FIG. 3 is a partially enlarged sectional view taken along line III-III in FIG.

As shown in these figures (mainly FIG. 1), the small planing boat 10 is a saddle-type small boat,
An occupant can sit on a seat 12 on the hull 11 and can hold a steering wheel 13 with a throttle lever to operate. The hull 11 has a floating structure in which a hull 14 and a deck 15 are joined to form a space 16 inside. In the space 16, an engine 20 is mounted on the hull 14, and a jet pump (jet propulsion pump) 30 that is driven by the engine 20 is provided at the rear of the hull 14. The hull 11 is provided with intake ducts 18 and 19 for supplying intake air into the hull (space 16).

The jet pump 30 (see FIG. 9) has a jet port 3 that opens from the intake port 17 that opens at the bottom of the ship to the rear end of the hull.
1 and the nozzle 32, and a flow path 33, and an impeller 34 arranged in the flow path 33.
The shaft 35 of No. 4 is connected to the output shaft 20 a of the engine 20 via a coupler 36. Therefore, when the impeller 34 is rotationally driven by the engine 20, the intake port 1
The water taken from 7 is jetted from the jet port 31 through the nozzle 32, and the hull 11 is propelled by this. Driving speed of the engine 20, that is, the jet pump 30
The propulsive force by the is operated by rotating the throttle lever 13a (see FIG. 2) of the operation handle 13. The nozzle 32 is linked to the operation handle 13 by an operation wire (not shown), and is rotated by the operation of the handle 13, whereby the course can be changed.
In addition, 40 is a fuel tank and 41 is a storage chamber. Also,
Reference numeral 42 denotes a towing hook used when towing an object to be towed (rubber boat or the like), which is fixed to the rear portion of the hull 11.

FIG. 4 is a view mainly showing the engine 20,
FIG. 4 is an IV-IV partial enlarged cross-sectional view (partially omitted cross-sectional view) in FIG. 1. 5 is a schematic perspective view of the engine 20 as seen obliquely from the rear, and FIG. 6 is a right side view. This engine 20 is a DOHC type in-line 4-cylinder 4-cycle engine,
As shown in FIG. 1, the crankshaft (output shaft 20
a1) is arranged along the front-rear direction of the hull 11. Further, as is clear from FIG. 4, the engine 20
Is mounted on the hull 11 with its vertical axis (center axis) tilted counterclockwise in a front view (FIG. 4).

As shown in FIG. 4, an intake port (intake port) 2 is provided on the left side of the engine 20 in the traveling direction of the hull 11.
1 is arranged, and an exhaust port (exhaust port) 24 is arranged on the right side.

The intake port 21 has a throttle body 22 and a surge tank (intake chamber) 2 communicating with it.
An intercooler 50 is connected to the surge tank 23 immediately below the surge tank 23. Reference numerals 52 and 53 denote mounting brackets for mounting the intercooler 50 on the engine 20. As shown in FIGS. 4 and 5, the intercooler 50 is connected to a compressor section 71 of a supercharger (turbocharger) 70 immediately behind the engine 20 by a pipe 72 and communicates with an intake port 51.
case 5 having i and an outlet 51o connected to the intake inlet 23a of the surge tank 23 by a tube 51c
1 and a cooling unit 60 (see FIG. 4) which is a heat exchange unit housed in the case 51. In FIG. 5, 91 and 92 are cooling water hoses connected to the intercooler 50.

On the other hand, as shown in FIG. 4, an exhaust manifold 25 is provided at the exhaust port 24 of the engine 20.
The exhaust outlet 25o of this exhaust manifold 25 (see FIG.
Is connected to the turbine portion 73 of the turbocharger 70. The exhaust gas generated by rotating the turbine in the turbine unit 73 is exhausted from the exhaust pipe 7 as shown in FIGS.
4. The water is discharged into the water flow by the jet pump 30 through the backflow prevention chamber 75, the water muffler 76, and the exhaust / drain pipe 77 for preventing the backflow of water (intrusion of water into the turbocharger 70 etc.) at the time of overturning. To be done.

As shown in FIGS. 4 and 5, the surge tank 2
A sensor 80 for air supplied from the supercharger 70 via the intercooler 50 is provided on the upper part of the unit 3. The throttle body 22 and the surge tank 23 constitute a horizontal partition assembly A that extends in the front-rear direction and extends substantially horizontally in the upper part of the engine, and the sensor 80 is arranged above the horizontal partition assembly A. This sensor 80
Is connected to the surge tank 23 by a pipe 80a and is electrically connected to a control circuit (not shown) of the engine. This sensor 80 is used in the surge tank 23.
It can also be configured as a supercharging pressure sensor that detects the air pressure (supercharging pressure) inside, or as a temperature sensor that detects the air temperature in the surge tank 23. further,
It may be configured as a supercharging pressure / temperature sensor that detects the air pressure (supercharging pressure) in the surge tank 23 and also detects the air temperature. Further, although one sensor 80 is drawn in the figure, the upper part of the surge tank 23 is
A supercharging pressure sensor that detects the air pressure (supercharging pressure) in the surge tank 23 and a temperature sensor that detects the air temperature in the surge tank 23 may be separately provided (two in total).

The throttle body 2 is provided between the head cover 26 of the engine 20 and the surge tank 23.
An intake pressure sensor 81 for detecting the intake pressure on the downstream side of the throttle (throttle valve) 22a in No. 2 is arranged near the head cover 26. This sensor 81
Is attached to the head cover 26 by a mounting member 82, and is arranged above the throttle body 22 (and thus above the horizontal partition assembly A), as is apparent from FIGS. 4 and 5. Further, the sensor 81 is attached by an attachment member 82 in a state of being floated from the upper surface of the throttle body 22. This sensor 81 is
With the pipe 81a, the throttle 2 of the throttle body 22
It communicates with the intake path downstream of 2a and is electrically connected to a control circuit (not shown) of the engine.

The engine control sensor 8 as described above
As is clear from FIG. 1, 0 and 81 are provided at positions higher than the hull inner openings 18a and 19a of the intake ducts 18 and 19, respectively. Further, as shown in FIG. 4, an opening 15a is provided in the upper portion of the deck 15, and the sensors 80 and 81 face the opening 15a. Since the opening 15a of the deck 15 is opened by removing the seat 12 as a lid member configured to be attachable to and detachable from the hull 11 from the hull 11, the sensors 80, 81
And maintenance of the engine upper part can be performed easily.

As described above, and as shown in FIG. 6, at the rear end of the crankshaft 20a of the engine 20, the shaft of the jet pump 30 is extended through the coupler 36 on the extension of the crankshaft 20a. 35 are connected. In this embodiment, at the rear end of the crankshaft 20a,
The output shaft 20a1 which is a separate body from the crankshaft 20a is connected to the connecting pipe 20.
a2, and the coupler 36 at the rear end of the output shaft 20a1.
The shaft 35 of the jet pump 30 is connected via the. As is apparent from FIG. 6, the turbocharger 70 is located above the coupler 36.

As shown in FIG. 6, a coupler cover 100 for covering the coupler 36 is provided at the rear of the engine 20. It should be noted that the coupler cover 100 is not shown in FIGS. 1 to 5 to avoid complexity of the drawings. 7A and 7B are diagrams showing the details of the coupler cover 100. FIG. 7A is a front view, FIG. 7B is a right side view with a partial cutout, and FIG.
It is a partially omitted view of FIG. FIG. 8 is a rear view (view seen from the rear of the hull). As shown in these figures, the coupler cover 100 includes a reverse U-shaped coupler cover portion 101 when viewed from the front (normal cross section), and the coupler cover portion 101.
Shaft cover portion 102 connected to the rear of the flange, and a flange portion 1 integrally formed on the front portion of the coupler cover portion 101.
03 and a pipe holding portion 104 integrally formed on the upper portion of the flange portion 103. Flange part 1
03 is a bolt (not shown) insertion hole 103a, 10
3b is provided. In the rear portion of the shaft cover portion 102, the lower part of the inner wall surface is partially projected inward so that the narrow portion 102 is formed by the protruding portions 102a and 102a.
b is formed. Further, a partial cutout portion 102c is formed in the upper portion of the rear portion of the shaft cover portion 102. This cutout 102c is provided with a breather hose 118 (and / or the grease supply hose 1 described later).
16) A notch for rotating the coupler cover 100 around the shaft 35 while avoiding interference with it.

FIG. 9 is a sectional view (partially enlarged sectional view of FIG. 1) showing a structure for bearing the jet pump 30 and its shaft 35 on the hull 11, and FIG. 10 is a partially enlarged view of FIG. 9 showing a coupler cover. FIG. 11 is a view showing 100 at the same time, and FIG. 11 is a sectional view taken along line XI-XI in FIG. As shown in these drawings, a bearing cover 43 is fixed to the hull 14, and a bearing member 110 is fixed to the bearing cover 43. The bearing member 110 is a rubber main body 1
11 and a bearing 11 housed in the main body 111
2, 112 and a seal member (oil seal) 113 incorporated on the engine side of these bearings 112.
And a seal member (water seal) 114 incorporated on the jet pump 30 side (flow path 33 side) with respect to the bearing 112. The main body 111 has a tubular portion 11
1a and a flange portion 111 integrated with this tubular portion 111a
b, and the bearing 112, the oil seal 113, and the seal member 114 in the tubular portion 111a.
Is built in. A metal reinforcing member 111c is integrally embedded in the flange portion 111b.

On the other hand, the front wall 43a of the bearing cover 43 has a hole 4 into which the cylindrical portion 111a of the bearing member 110 is inserted.
3b is provided, and a metallic ring-shaped base 44 is adhered around the hole 43b. Bolts 44b are integrally planted in the base 44.
In the bearing member 110, the cylindrical portion 111a is inserted into the hole 43b of the bearing cover 43, and the bolt 44b is attached to the reinforcing member 111c in the flange portion 111b.
The bolt 45b, and the nut 45 is screwed into the bolt 44b so that the flange portion 111b (hence the reinforcing member 111b) is inserted.
It is fixed to the bearing cover 43 by tightening c). The rear end 111g of the tubular portion 111a is connected to the hull 14 to the tubular portion 46a of the joint rubber 46 mounted from the flow path 33 side by a ring-shaped clamp 47.

In the cylindrical portion 111a of the bearing member 110,
A grease supply hole 111d and a breather hole 111e are formed. A grease supply hose 116 is connected to the grease supply hole 111d through a connecting pipe 115, and a grease nipple 116a is provided at the tip thereof. The grease nipple 116a is mounted on the mounting bracket 1
16b, the deck 15 is fixed to the deck 15 near the opening 15a together with the towing hook 42 (see FIG. 1). Therefore, by opening the seat 12, grease can be easily supplied from the grease nipple 116a to the seal member 114 and the bearing 112 via the grease supply hose 116. A breather hose 118 is connected to the breather hole 111e via a connecting pipe 117. The tip 118a of the breather hose 118 has a mounting bracket 118b.
And is fixed in place on the hull 11 (hull 14 or deck 15). Therefore, the expansion air generated in the bearing portion (in this case, the tubular portion 111a) is not allowed to flow into the breather hole 1
11e, connecting pipe 117, and breather hose 11
It will be discharged into the hull 11 through 8. In addition,
The grease supply hose 116 and the breather hose 118 are reversely attached by appropriately forming the grease passage and the breather passage in the cylindrical portion 111a (that is, the grease supply hose 116 is attached to the flange portion 111b).
The breather hose 118 on the front side of the flange portion 111b.
The grease supply hose 116 and the breather hose 118 can both be attached to the front side of the flange portion 111b. Further, for the bearing member 110, the grease supply hose 116,
In some cases, only one of the breather hoses 118 may be attached.

As shown in FIGS. 6, 10, and 11, in the above-described coupler cover 100, the coupler cover portion 101 is covered on the coupler 36, and the shaft 35 and the tubular portion 111a of the bearing member 110 are provided. Front part 1
11f is passed through the narrow portion 102b of the shaft cover portion 102 so that the shaft cover portion 10 has a click feeling.
2 and insert the shaft cover portion 102 into the bearing member 1
10 is connected so as to cover the front part 111f, and a bolt (not shown) is inserted into the insertion hole 103a of the flange 103.
It is fixed to the rear part of the engine 20 as shown by the phantom line in FIG. 6 and as shown in FIG.

In this way, when the coupler cover 100 is attached to the rear portion of the engine 20, the coupler cover portion 101 covers the coupler 36 and the shaft cover portion 102 covers the front end portion 35a of the shaft 35. Also,
The rear portion of the coupler cover 100, that is, the shaft cover portion 1
The rear part of 02 is connected to the front part 111f of the bearing member 110. Then, the pipe can be held in the pipe holding portion 104 by fitting the pipe therein. The pipe held by the pipe holding portion 104 can be appropriately selected, and the cooling water hose 92 that connects the intercooler 50 and the water jacket of the turbocharger cover 70 shown in FIG. 5 can be held.
It is also possible to hold the main cooling water hose 90 from the jet pump 30 to the engine 20. Further, the coupler cover 100 can be rotated around the shaft 35 by removing the mounting bolt to the engine. The breather hose 11 is provided at the rear of the coupler cover 100.
Since the notch 102c which allows the rotation of the coupler cover 100 while avoiding the interference with the coupler cover 8 is formed, the coupler cover 1
00 is the end portion 10 of the cutout 102c in FIG.
2c1 is rotatable within a range B where it does not contact the breather hose 118. If holding the hose in the pipe holding portion 104 hinders the rotation of the coupler cover 100, the hose is connected to the pipe holding portion 10.
Remove from 4.

According to the output shaft structure of the small planing boat as described above, the following operational effects can be obtained. (A) The engine 20 mounted on the hull 11 so that the crankshaft 20a faces the longitudinal direction of the hull 11, and the crankshaft 2 at the rear end of the crankshaft 20a of the engine 20.
0a is provided with a shaft 35 of the jet pump 30, which is connected via a coupler 36, and a coupler cover 100 for covering the coupler 36 is provided.
Since the cooling water pipe 90 (or 92 or the like) communicating with is fixed (held) on the coupler cover 100, even if the water that has entered the hull 11 touches the coupler 36 and is scattered, Scattering is prevented by the coupler cover 100 covering the coupler 36. Further, since the coupler 36 is covered with the coupler cover 100, the cooling water pipe 90 (or 92, etc.)
No longer interfere with. Further, as a result of preventing the water from splashing, the water does not splash on the pipe 90 (or 92, etc.), and the pipe is less likely to deteriorate. Moreover, this piping 90
Since (or 92 etc.) is fixed on the coupler cover 100, it is in a state of floating from the ship bottom 11a (see FIG. 4) and it is difficult to touch the water that has entered the hull 11,
Deterioration is more reliably prevented. (B) The turbocharger 70 is arranged on the coupler 36, and the pipe 90 (or 92 or the like) is provided between the coupler cover 100 and the turbocharger 70.
Since it is fixed on 00, the following operational effects can be further obtained. That is, since the splash of water by the coupler 36 is prevented by the coupler cover 100, the water does not splash on the turbocharger 70,
As a result, the durability of the turbocharger 70 is improved. Further, since the pipe 90 (or 92, etc.) is fixed on the coupler cover 100 between the coupler cover 100 and the turbocharger 70, the coupler 3
The space between 6 and the turbocharger 70 can be effectively used to arrange the cooling water pipe 90 (or 92, etc.), and the pipe is fixed on the coupler cover 100. 90 (or 92
Does not touch the turbocharger 70 that has become hot, and the piping is less likely to deteriorate. (C) The coupler cover 100 has a substantially inverted U-shaped cross section,
Moreover, since it is rotatable about the shaft 35 of the jet pump 30, it can be rotated about the shaft 35 of the jet pump and extracted in a direction orthogonal to the shaft 35. In this embodiment, in FIG. 11, the coupler cover 100 can be rotated in the arrow C direction (the direction avoiding the turbocharger 70) and pulled out in the arrow D direction orthogonal to the shaft 35. That is, this coupler cover 100
Can be removed without moving in the direction of the axis 35 of the jet pump and avoiding the turbocharger 70 in the narrow and limited hull space 16. Therefore, the coupler 36 can be inspected and repaired by removing only the coupler cover 100 without removing the turbocharger 70. (D) Since the rear portion of the coupler cover 100 is connected to the bearing member 110 that rotatably supports the shaft 35 of the jet pump with respect to the hull 11, the coupler cover 10
0 can be attached in a stable state. Further, since the breather hose 118 and the grease supply hose 116 are connected to the bearing member 110, the expansion air generated in the bearing can be released through the breather hose 118, and the grease can be applied to the bearing through the grease supply hose 116. Can be supplied. And
A breather hose 118 is provided at the rear of the coupler cover 100.
Since the notch 102c that allows the rotation while avoiding interference with the coupler is formed, the coupler cover 100 is rotated as described above without removing the breather hose 118, and only the coupler cover 100 is removed to remove the coupler 36. Can be inspected and repaired. Also, as mentioned above,
When the grease supply hose 116 is attached to the front side of the flange portion 111b instead of the breather hose 118, or when the breather hose 118 and the grease supply hose 11 are used.
Even when 6 and 6 are attached, the cutout 10 is similarly formed.
2c, the coupler cover 100 is rotated as described above without removing the grease supply hose 116 and / or the breather hose 118, and the coupler cover 10 is rotated.
The coupler 36 can be inspected and repaired by removing only 0.

(E) The throttle body 22 and the surge tank 23 constitute a horizontal partition assembly A extending in the front-rear direction and in a substantially horizontal direction in the upper portion of the engine 20, and above the horizontal partition assembly A for engine control. Sensor 8
Since 0 and 81 are arranged, the small planing boat 10 rapidly turns or rolls violently in a state where some amount of water has entered the hull 11, which causes the water in the hull 11 to sway and the sensors 80 and 81 Even if you try to go to the
And the sensor 8 is often blocked by the horizontal partition assembly A that is formed in a state of extending in the front-rear direction and in a substantially horizontal direction above the engine 20.
It is difficult to hit 0,81. In addition, the intake duct 18,
Since the sensors 80, 81 are provided at a position higher than the hull inner openings 18a, 19a of 19, the atmosphere outside the hull 11 is introduced into the inner space 16 of the hull 11 through the intake ducts 18, 19 while the small planing boat 10 is traveling. Even if the water is introduced along with water (for example, in the form of droplets), it is less likely that the water will get on the sensors 80, 81. Moreover, even if the water that has entered the hull 11 touches the coupler 36 and tries to scatter, the scattering is prevented by the coupler cover 100 covering the coupler 36.
The situation in which the sensors 80 and 81 get wet with water is less likely to occur. Therefore, a situation in which an erroneous signal is input to the control device of the engine 20 from the sensors 80 and 81 is unlikely to occur, and the engine 20 operates properly.

Although the embodiments of the present invention have been described above, the present invention is not limited to the above-mentioned embodiments, and various modifications can be appropriately made within the scope of the present invention.

[0027]

[Brief description of drawings]

FIG. 1 is a schematic side view showing an example of a small planing boat using an embodiment of an output shaft structure for a small planing boat according to the present invention.

FIG. 2 is a plan view of the same.

FIG. 3 is a partially enlarged cross-sectional view taken along line III-III in FIG. 1 (partially omitted cross-sectional view).

4 is a diagram mainly showing the engine 20 and is an IV-IV partial enlarged sectional view (partially omitted sectional view) in FIG. 1. FIG.

FIG. 5 is a schematic perspective view of the engine 20 as seen obliquely from the rear.

FIG. 6 is a right side view of the engine 20.

FIG. 7 is a view showing the details of the coupler cover 100, (a)
Is a front view, (b) is a partially cutaway right side view, (c) is a partially omitted view in the direction of arrow c in FIG.

FIG. 8 is a rear view of the coupler cover 100 (view seen from the rear of the hull).

FIG. 9 is a cross-sectional view showing a structure for bearing a jet pump 30 and its shaft 35 on the hull 11 (FIG. 1).
(Partially enlarged sectional view).

FIG. 10 is a partially enlarged view of FIG. 9 showing the coupler cover 100 at the same time.

11 is a sectional view taken along line XI-XI in FIG.

12A and 12B are explanatory views of a conventional technique.

[Explanation of symbols]

10 Small Planing Boat 11 hull 20 engine 20a crankshaft 30 jet propulsion pump 35 Shaft 36 coupler 70 Turbocharger 90,92 piping 100 coupler cover 102c cutout 110 Bearing member 118 Breather Horse

Front page continuation (51) Int.Cl. ⁷ Identification code FI theme code (reference) B63H 23/32 B63H 23/32 Z F02B 67/00 F02B 67/00 G K N 77/00 77/00 C

Claims (4)

[Claims] 1. An engine mounted on a hull with its crankshaft oriented in the longitudinal direction of the hull, and a jet pump connected via a coupler on the extension of the crankshaft at the rear end of the crankshaft of the engine. An output shaft structure for a small planing boat, comprising a shaft and a coupler cover for covering the coupler, and a pipe for cooling water communicating with the jet pump is fixed on the coupler cover. . 2. The small gliding according to claim 1, wherein a turbocharger is arranged on the coupler, and the pipe is fixed on the coupler cover between the coupler cover and the turbocharger. Boat output shaft structure. 3. An engine mounted on a hull such that the crankshaft is oriented in the longitudinal direction of the hull, and a jet pump connected via a coupler on the extension of the crankshaft at the rear end of the crankshaft of the engine. A structure having a shaft and a turbocharger arranged above the coupler, a coupler cover having a substantially inverted U-shaped cross section for covering the coupler is provided, and the coupler cover is a shaft of the jet pump. An output shaft structure for a small planing boat characterized by being rotatable around. 4. A rear portion of the coupler cover is connected to a bearing member that rotatably supports a shaft of the jet pump with respect to a hull, and the bearing member includes a breather hose and / or a breather hose. A grease supply hose is connected, and at the rear of the coupler cover,
4. The output shaft structure for a small planing boat according to claim 3, wherein a cutout is formed to allow the rotation while avoiding interference with the hose.